Hydrocarbon-engine.



H. 0. WESTENDARP. HYDBOGABBON ENGINE. APPLIUATIOH FILED APRUZ. 1910.

Patented Aug. 18, 1914.

4 S EEETS-BHEBT 2.

H QWe Lendar'p, 5

Inventor: Henr- Witnesses:

H. 0. WBSTENDARP. HYDROCARBON ENGINE. APPLIUATION FILED APR. 7, 1910.

Patented Aug. 18, 191i 4 SHBETE-BBBBT 3 mm 3 h t n m fu nt Witnesses:

HLO. WESTENDARP. HYDROGARBGN ENGINE. APPLIOATIGN FILED APR. 7, 1910.

Patented Aug. 18, 191.4,

4 SHEETSBHBET 4.

Fig.5.

Witnesses:

Inventor Henry O.Westendar|o, 3 Q 62 H issqttorney.

UNITED STATES PATENT OFFICE.

HENRY O. WESTENDARI, OF LYNN, MASSACHUSETTS, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

HYDROCARB'QN-ENGINE.

Specification of Letters Patent.

Application filed April 7,

Patented Aug. 18, 1914.

1910. Serial No. 553,937.

To all whom it may concern Be it known that I, HENRY O. lVnsTnN- pane, a citizen of the United States, residing at Lynn, county of Essex, State of Massachusetts, have invented certain new and useful Improvements in Hydrocarbon'Engines, of which the following is a specification.

The present invention relates to hydrocarbon engines and more specifically to the type known as a. two-cycle engine, and has for its'object to improve their construction and operation, particular reference being made to the production of an engine which will operate at constant speed under conditions of varying load without changing the point of ignition.

I further aim to provide an engine in which there is no danger of back-firing in the crank chamber.

In the accompanying drawings which illustrate embodiments of my invention. Figure 1 is a sectional vicw ot' a three port, two-cycle hydro-carbon engine; Fig. 2 is a view of a similar engine slightly modified as to the means for controlling the passage of pure air from the crank chamber to the carburetors; Figs. 3 and 4 are respectively a side elevation and plan view showing my invention applied to a multi-cylinder engine; Figs. 5, 6 and 7 are detail views illustrating the valves for controlling the sup ply of air to the crank clnunber; Fi 8 is a side view showing the connections )etwecn the governor and the valve mechanism; and Fig. 9 is a partial sectional view of the carbureter.

1 indicates the base of the machine. :2 a closed crank chamber having covered openings 3 and 4, by means oi which the interior mechanism may be cvamincd. The casting forming the crank chamber may he formed integral with the cylinder :1 or separate castings may be employed and suitably united. This will depend largely upon the size of the engine and the purpose for which it is intended. Mounted in suitablc bcarings-is a shaft 6 having a crank 7. This crank is connected by a rod 8 and pin 9 to the trunk piston 10, the latter reciprocating within the cylinder The piston is provided with suitable packing rings 11. The lower end of the cylinder opens into the crank case and the upper end is provided with a chamber 12 in which the firing takes place. The

diameter of this chamber is somewhat greater than that of the cylinder so as to avoid machine work. The finish of the cylinder stops at the shoulder 13. Located in the top of the cylinder wall or in any other suitable place is an ignition plug 14 that is supported in the cap 15, the latter being secured in place by an annular nut 1 that is threaded into the outer wall 17 of the cylinder. Between the outer and inner walls of the cylinder is a space or chamber is to receive water or other cooling fluid. The cylinder is provided with one or more admission ports 19 through which passes a mixture of air and con'ibustihle. and With one or more exhaust ports :20 which comnmnicate with an exhaust conduit 21, the latter being formed in a separate casting. in the present illustration of my invention, that is bolted to a finished face'on the side of the cylinder. loth thc admission and exhaust ports are controlled in their operation by the piston 10. The piston is provided with a bailling device 22 to direct the incoming mixture oi air and combustible and to prevent it from passing directly out of the exhaust ports :20 when the latter are opened. The supply of air to the closed crank chamber is admitted and controlled by the following means: A passage 23 is formed in the same casting with the exhaust conduit, which passage largely surrounds the c;- haust conduit so that air passing through the inlet passage into the crank chamber will be heated to a greater or less extent. Located in the passage 23 is a pin) 24 containing an air passageand also a valve 25 made somewhat after the fashion of a stove dampcr, l' igs. 5, (5, and 7, so that the admission of cold air can be controlled. The cold air openings 26 are controlled by the valve :25 and the latter isactuated by a. handle 27. Air is admitted to the crank chamber by the port 28 that is controlled by the movements of the piston 10. The piston is provided with one or more ports 29 that register with y the port or ports 28 when the piston is in its raised position 1'. e. at the beginning of y the tiring stroke. The piston is provided with a discharge port 30 for the air, that is arranged to register with a port 31 in the lowcr end of the cylinder or extension there- 1411 when the piston is in its lowest position i as shown. When the piston is in a position 11 1 if hjulrn-ararhem at a inhalant [1W0]. uhamiar as a nuzzlv a rhamlwr iii in Whirl] HI PRU-ailing lhmagh 11 lhrnat li) fiemlami 5: 0111 or inure unhres ilitw l i 314* hr the reduction of pressure 1:1 ti l I ifililfz'iii by the air flowing in all: 11ml il llili il Mill flaw m1 111;: and whivh is ti: lattrr being" 1:011- l-iviane-nta by a :suitable 1w, an; :h-z main shaft 6 alw can he manually V 1 H12 $01111! forms of 01.: the main shalt 1s a wrarimx 11-1" my unfit- 12d engine is a fallen 's: Awaming lhr la in he 111 1 -11 Din-ma lhv 511111 air which was aii- Huml El Illa passage L?! 11111! port has lawn camp (-1! in the. ulu-awl crank chamer will 1: nnw ire: tn 11:1, through the parts 31? ar i ill, pa sagr and valve 216 to rh'u ier. Thr artiun 0f the air as it {212111 the rarlmremr milrains a will; 211110112 of lnyiiro-varhon far] and rarrir: ii {lzrraigrh the pa anil ali rhargrit by 1511; part lulu ill-v iLlur-im :aml llflll'illll' Hill 1 f llze c s 'wr 12. as indirared b film arr w; 1 crank 7 moves upwarih 1119 1a" 11 i-hxwi rl. The

the slmlm v1 ('11 & arhaiir'r is firm? by means of the ignzwm lag "WillLh drives that U1 :H'rwml 3' tin arrai'lgmlwnl ml l'hv mm 11ml ilw llir iull I am ahhin dispvnsv will: warm aiwi rqmlali-l upcratm'l valw. llwri killlilill l'illfl 1hr ongimfas a WllUii. lt will launis-(l ihat t'hv 1 a asage lwginning a! lhv 11cm Ill am! tvrniinating at the purl l5? (Xlll'llflij' slmrli am! [hat it is frvn l'lwan mrkvla lhat might lrap H'JHH of the mixtuw. By lulu-11in; lhv llirnltle valve 36 in thr passage SIT I an; ahh? tn rvgzulalv the supply of air in HM rarhm'clvr h) a nicely and by arranging 1hr parts :1; shown I ai'fiid admillinp: a rhawu of fluid inin the crank chamhvr whrro it lia lo tn ignition hv back fire with nhjealxirmaljllu results. Varthrr by my impmvcrl arraugmnr-nl. a Supply of pure air ll'HlPl' ('fiTlFtll'll, pr e11rr is always aa'ailahh for he narhiuwhn'. By throttling ai-l supply llw amount of air Wlllll': pabssa thrungh the rarlaurlor ma he au-nraiwly iiwn n'liinwil {0 {hr lnall n11 lhe engine, anal :rr 1hr aupplv 01' pure air \arirs. so also- 11 ill tllw supply 1 f hydmagarlmn. By hvnpin lhr lhiiil 1111i 1:1 H10 rranli rhamlnar l amid lz'mihhjrz invhl rnt tn atarting in cold wratlnlr when lliv Paul 'nuhl l'l'ililllil t In a grvatrr :11 has mtcnt in the chainlmr until after the enginv was hvated.

ln Fig. 2 l have shown a sunwwhat similar arranr'vmr-nt swept that. the supply 0f gusts on lihv ram 4 the lat tm' being: splined 1m and lliYi'Il lL-y l'he main F lflfi i3. M01111t ml m thij' shaft ia :1 hfivvlerl gear 4.3 that, 1rm=;l1ra with a pinion if). the laltvr living mnmrntm'l in a ve-riiral ahaft 47 that drives I10 :apoml gm'vrnm' [*iga. ".3 and The qua-cl Q'm'vrnm; is mmiurlvrl 111' suilahlv HKHYIS imhalin g a furl; 49 with tho ram 44. and as llm hjll' i (if thv main shaft vhangcs the cam 111mm! axially 11 said l1afl. to varv the interval of time an rm-h stroke that the thrnttle valve is opened. It will be nhagrved that the cam 44 has a fin ttenc-(l purlian on which the roller 43* i 110w resting 50 first the valve 41' will bk! opened and cldsed once for every revolution of the shaft. As before stated the cam is so shaped that its position on the shaft with respect to the roller 43 determines the period in each stroke that the valve 40 is opened. The other features of construction of these figures ire the same as those of Fig. 1 and hence further description seems unnecessary.

In Figs. 3 and 4 I have shown my invention applied to a inulti-cylinder engine wherein the cylinders, pistons, crank case. etc. are arranged as before. Connecting the ure air ports 37 of the previous figures is a conduit 50. This conduit communicates with the carbureter 32 and between itand said conduit is the throttle valve 36. Con net-ting the fuel admission ports 19 of the previous figures is a conduit 51. In order to insure equal supplies of fuel to the various cylinders by making, the resistance to flow of the mixture the same or Substantially so in all cases, the carbureter is connected to the supply pipe 52 and the latter is in turn connected to the conduit 51 at two points between the cylinders. It will be noted that. the distance between the point of connection of the conduit and supply pipe and the cylindcrs is the same in all cases, and hence the 'esistance to flow of the mixture will be the same. The cylinders are connected to the common exhaust conduit 53, and formed in the outer wall of the conduit are air inlet passages 23.

Since the theory of operation of my i1nproved engine has been already set forth, repetition as to the mnlti-cylinder type seems unnecessary.

In accordance with the provisions of the patent statutes, I have described the principle of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desirc to have it. understood that thcapmratns shown is only illustrative. and that the invention can be carried out by other means.

What I claim as new and desire to secure hv Letters Patent of the United States, is, 1. In a two cycle engine, the combination of a piston and a cylinder having admission and exhaust. ports both of Which are covered and uncovered by the piston, a main shaft driven by the piston, a carburetor. a chamber in which air is compressed by the piston, inlet means for admitting air from the atmosphere to said chamber, an outlet port in the cylinder for the air from the chamber, conduit means for connecting the port to the carbnreter and the carbureter to the admission port aforesaid, a port in the piston which communicates with said outlet port when the piston is at substantially the end of its outward stroke. said piston at other times closing said outlet port so as to prevent the suction of the pump from affectpassage of air from the chamber into the nccted to and moved by the piston, a closed crank chamber communicating With the cylinder into which air is drawn and compressed by the piston, inlet and outlet ports in the cylinder for the. air that are controlled by the piston, admission and exhaust ports that are also controlled by the piston, a car bnreter connected with the air outlet port and the admission port, the piston covering the outlet port so that the suction produced by the movement of the piston away from the crank chamber does not affect the carburetor, a throttle valve located in the connection between the crank chamber and the carbureter. and means for actuating: the throttle valve.

3. In a two-cycle engine, the combination of a piston and a cvlinder, a main shaft con neclcd to and moved by the piston. admis sion and exhaust ports in the sides of the cylinder intcrnuuliate its ends that are con trolled by the piston, a closed crank chamber into which air is drawn and compressed by the piston, inlet and outlet ports in the cylinder for the air that are controlled by the piston, the inlet port being arranged adjacent the exhaust port. a conduit for the exhaust products of cou'lbustion that is attachcd to the side of the cylinder, said condnit being in open communication with the exhaust port and provided with a passage which receives air at one end, leads it along the wall of the conduit to bc heated thereby anddclivcrs it to the inlet port. a control lablo inlet for admitting cold air to said passage at a point intermediate its ends. a carburctcr adjacent the cylinder into which fuel i drawn by the action of thc air ilowing through it, conduits connr. ctin; the carburetor with the air outlet port and the port admitting the explosive mixture to the cvl indcr, and a throttle valve in one of said conduits for regulating the flow of air from the crank chamber into the -arbnreter.

4. In a twowvclc cngine. the combina tion of a piston and a cylinder, a, carburetor, a chamber in which air is compressed by the piston to furnish a supplv of compressed air to thc carburctcr. a combined cut-oil and throttle valvc located between the chamber and the carburetor for cutting off the supply of air at some point in the movement of the piston, admission and exhaust ports in the cylinder which arc controlled by the piston, the admission port being connected to the carburetor. a port admitting air to the cham her which is also controlled by-the piston, a main shaft driven by the piston, a cam driven by the shaft for opening and closing mg the carhureter. a valve for throttling the i said valve once during each revolution of the shaft, a speed'governor driven by the shaft. and means actuated by the governor for changing the position of the 0am to vary the period that said valve is open during each revolution of the shaft.

.3. In a inulti-cylindm' twocycle engine, the combination of a plurality of pistons 1nd cylinders, a main shaft connected to the moved by the pistons, pump uhainhers in which air is compressed by the pistons, a conduit connected to the outlets of all of the rlnunhers, a carbureter connected to the con duit, a valve located between the conduit and the carburetor for rontrulling the supply of air thereto i'nel admission poris for the l l l l l l cylinders, a conduit connected to the ports, supply piping oonnecting the carbureter with the conduit at points intermediate the cylinders so that the resistance to flow of the gases to each of the cylinders is substantially the same, exhaust conduit means for the cylinders, and means for admitting air to the pump chambers.

in witness whereof, I hai s hereunto sci my hand this fifth day of April, 1910.

HENRY O. NESTENDARP.

Vv'itnesses:

J ens A. MoMAisns, J12, ROBERT SHARK).

Copies of this patent may be obtained to: five cents each, by addressing the "Commissiauer of Patents. Washington, D. C;-

the shaft, 3 speed'govcrnor (iriven by the cyi-intiers, a conuit connected the ports, shaft, and means actuated by the governor supply piping connecting the canbureter for changing the position of the com to vary with the comiuit at points intermediate'the the period that said valve is open during cylinders so'that the resistance to flow of the 5 each revolution the shaft. gases to each of the cylinders is substantiallv 2c In -11 :nulticyhndcr two-cycle engine, the some, confiuit'mans forthc c311- the combination of a plurality of pistons iHdQIS, and means for admitting air to the and cylinders, 11 main sh it connected to the pump chambers. moved by the pistons, pump chambers in in Witness whereof, I have hereunto set [0 which 111* is compressed by the pistons, a my hand this fifth day of April, 1919.

conduit connected to the cutlcts of all of the Y W v x T ,lit. clmmbcrs, a carburetor connectcd to the conv SEEAD REP duit, a valve located between the conduit \Vitnesse and the carburetor for controlling the supply JOHN A. MOMANUS, J11, 15 of all thereto tuel admlsslon ports for the -R-OBERT SHANE).

Copies of thiz patent may be obtained for free cents each, by afldresshx g the "Commissimaor of Pm ntxi Washington, D. C."

It is hereby certified that in Letters Patent No. L192',$3, granteti tiugust iii, 19%, upon the opplication of Henry 0. Westendarp, of Lynn Msosaohtasctts, for an improvement in Hydrocarbota-Engincs, error appearo the priatcti spctzificw tion requiring correction follows: Page 4:, time 8, for the article the and; and that the said Letters Patent should be read with cottccigion therein that the 5 same may conform to the record of the case in the Patent 095cc,

Signed and sealed this 29th day of September, A. 11., 1914-.

' SEAL R. WHITEHEAD,

Acting Oom'ma'ssz'onar of Patema.

Correction in Letters Patent No. 1,107,636.

It is hereby certified that in Letters Patent No. 1,107,636, granted August 18, 1914,

upon the hpplication of Henry 0. Westendarp, of Lynn, Massachusetts, for an improvement in HydrocarbonEngines, an error appears in the printed specification requiring correction as follows: Page 4, line 8, for the article the read and;

and that the said Letters Patent should be read wiLh this correction therein that the same may conform to the record of the case in the Patent Oflice.

Signed and sealed this 29th day of September, A. D., 1914.

R. F. WHITEHEAD,

Acting Commz'sm'oner of Patents.

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